Pilot shortage
there is an enormous bias in this country by REGIONALS against retired airline pilots
Similar attitude when I applied to an MU2 operator. His reply was that being on the 737 I would not have the ability to fly single pilot IFR and in any case, being ex RAAF, I would expect too much of the serviceability of the aircraft. Then going back a few decades to 1956 I had an interview with Ansett. I was then 24 with RAAF experience including over 1000 hours command on four-engine bombers. Thanks, but no thanks. Reason given? I was too old for Ansett at age 24 and in any case Ansett preferred GA pilots to ex RAAF.
Last edited by Centaurus; 13th Mar 2018 at 13:39.
Bloody Hell Centauris, talk about timing.
When I was a freshly minted CPL (at the ripe old age of 24), unless you had at least 2,500 hours and a thousand multi by 25, you were NEVER going to be accepted by a major Domestic carrier!
Funny how the Airline’s requirements of demographic/experience has changed in the face of the demands on supply.
A man could become quite cynical.
When I was a freshly minted CPL (at the ripe old age of 24), unless you had at least 2,500 hours and a thousand multi by 25, you were NEVER going to be accepted by a major Domestic carrier!
Funny how the Airline’s requirements of demographic/experience has changed in the face of the demands on supply.
A man could become quite cynical.
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Krusty and Centauraus,
Being in my 20s now I have never heard anything of the sort. Shows how things have changed. And that alot of people in their 40s and 50s having second careers in flying seem to find that advantageous. Came across an SO not so long ago with a 10 years of service lanyard at QF who was older than the captain.
Being in my 20s now I have never heard anything of the sort. Shows how things have changed. And that alot of people in their 40s and 50s having second careers in flying seem to find that advantageous. Came across an SO not so long ago with a 10 years of service lanyard at QF who was older than the captain.
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When I was a freshly minted CPL (at the ripe old age of 24), unless you had at least 2,500 hours and a thousand multi by 25, you were NEVER going to be accepted by a major Domestic carrier!
Then going back a few decades to 1956 I had an interview with Ansett. I was then 24 with RAAF experience including over 1000 hours command on four-engine bombers. Thanks, but no thanks. Reason given? I was too old for Ansett at age 24 and in any case Ansett preferred GA pilots to ex RAAF.
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I wonder when/if Oz HR departments will have a similar attitude.
Airlines Recruiting Like Crazy To Address Pilot Shortage | KUOW News and Information
"My personal goal is as many as we can get—minimum at 400,” Nguyen said. “Our attrition is very high as well. So we lose about 20 to 30 to 35, sometimes 40, pilots to major airlines each month."
It actually works fine for everybody involved:
1. Chinese airlines will get their schools and their pilots. All of them on OZ license initially.
2. CASA will be reporting an increase in newly issued licenses and will be patting themselves on the back for an amazing job done.
1. Chinese airlines will get their schools and their pilots. All of them on OZ license initially.
2. CASA will be reporting an increase in newly issued licenses and will be patting themselves on the back for an amazing job done.
Probably not, in the case of the contracts with PRC airlines.
The training will be done as "students" and the only license issued will be a CAAC MPL.
I am sure CASA will look for other ways of taking entirely undeserved credit, but if CASA treat any of the schools the way China Southern WAFC has been treated, they will be off out of Australia like fartled stawns ----- again!!
Tootle pip!!
So we lose about 20 to 30 to 35, sometimes 40, pilots to major airlines each month."
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Exactly!!!! People will move to a position where they are either respected and/or remunerated properly. That said, currently, there is no shortage of younger folk willing to endure the pain of low wages until they have the hours to move onto something better. This is something aviation HR departments need to acknowledge and address or they will always be one step behind and floundering to get experienced pilots to stay.
The training will be done as "students" and the only license issued will be a CAAC MPL.
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Moron! Sorry excuse me Morno! Are you serious or just joking around?
Not my problem if you didn’t do it.
Personally I think in the future Australia will have no choice but to hire DEC’s. The pool is drying up and could even get to the point where they get to seniority numbers that are just not ready to be upgraded, due to lack of experience or similar.
Personally I think in the future Australia will have no choice but to hire DEC’s. The pool is drying up and could even get to the point where they get to seniority numbers that are just not ready to be upgraded, due to lack of experience or similar.
because you got your widebody command and that everyone with less hours flying a narrow body is beneath you but secretly the reality is dawning on you of how empty life is in an ME3 hole on let’s face it mediocre money these days given the cost of living and quality of life. You made your decision so grow up and accept the consequences. The world doesn’t revolve around you mate.FYI I’m not an Aussie and I work in China and I will probably be in the same boat when I leave. That’s life!
Merely an opinion Jim. You don’t have to berate me in that manner.
You’re fairly off on my own personal circumstances as well. I don’t live anywhere near the Middle East nor Fly a widebody.
But who cares, that’s not the topic of discussion.
See you back in Oz Jimmy!
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Folks,
Probably not, in the case of the contracts with PRC airlines.
The training will be done as "students" and the only license issued will be a CAAC MPL.
I am sure CASA will look for other ways of taking entirely undeserved credit, but if CASA treat any of the schools the way China Southern WAFC has been treated, they will be off out of Australia like fartled stawns ----- again!!
Tootle pip!!
Probably not, in the case of the contracts with PRC airlines.
The training will be done as "students" and the only license issued will be a CAAC MPL.
I am sure CASA will look for other ways of taking entirely undeserved credit, but if CASA treat any of the schools the way China Southern WAFC has been treated, they will be off out of Australia like fartled stawns ----- again!!
Tootle pip!!
I know several people who had their initial training done in States - they all got their US licenses. My assumption was that we do it the same way.
ComradeRoo,
They will all be completing courses, the components of which will, when completed, satisfy the all the CAAC requirements for the issue of an MPL. The final part of the course, an airline type aircraft type rating and route training, is conducted in conjunction with the sponsoring airline.
The Australian licensing and rating structure is largely irrelevant. Indeed, the less they have to do with CASA, the better the sponsoring airlines like it.
This is not limited to PR China, as I understand it there are now courses being conducted here under EASA approvals where the license finally issued will be an EASA MPL issued by the national authority of the sponsoring airline in the EU.
The positive attractiveness of Australia for training is the wide open spaces and good weather, ie; no airspace restrictions, the very significant negatives are CASA and officious bureaucracy in general, and relatively high costs, compared to Canada and the US.
Those high costs are largely brought about by CASA and officious bureaucracy in general.
Tootle pip!!
PS: It would be interesting to see the reaction to the idea of running an FAA Part 142 flying school in Australia, all with N- registered aircraft.
They will all be completing courses, the components of which will, when completed, satisfy the all the CAAC requirements for the issue of an MPL. The final part of the course, an airline type aircraft type rating and route training, is conducted in conjunction with the sponsoring airline.
The Australian licensing and rating structure is largely irrelevant. Indeed, the less they have to do with CASA, the better the sponsoring airlines like it.
This is not limited to PR China, as I understand it there are now courses being conducted here under EASA approvals where the license finally issued will be an EASA MPL issued by the national authority of the sponsoring airline in the EU.
The positive attractiveness of Australia for training is the wide open spaces and good weather, ie; no airspace restrictions, the very significant negatives are CASA and officious bureaucracy in general, and relatively high costs, compared to Canada and the US.
Those high costs are largely brought about by CASA and officious bureaucracy in general.
Tootle pip!!
PS: It would be interesting to see the reaction to the idea of running an FAA Part 142 flying school in Australia, all with N- registered aircraft.
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Quote:The training will be done as "students" and the only license issued will be a CAAC MPL.
Quote: Leadsled is correct, foreign students normally only obtain a SPL in Australia.
If foreign students such as from China, don't obtain any AU pilot qualifications during their training on Australian territory, how can they legally fly solo, during cross country training under a SPL (student pilot license) ?
How would insurance cover this if there was a mishap?
Quote:
This is not limited to PR China, as I understand it there are now courses being conducted here under EASA approvals where the license finally issued will be an EASA MPL issued by the national authority of the sponsoring airline in the EU.
Where are courses being conducted for a EU MPL at the moment in AU?
Perth had JAA courses previously.
Don't know anyone in the JAA member states that has a MPL?
.
Quote: Leadsled is correct, foreign students normally only obtain a SPL in Australia.
If foreign students such as from China, don't obtain any AU pilot qualifications during their training on Australian territory, how can they legally fly solo, during cross country training under a SPL (student pilot license) ?
How would insurance cover this if there was a mishap?
Quote:
This is not limited to PR China, as I understand it there are now courses being conducted here under EASA approvals where the license finally issued will be an EASA MPL issued by the national authority of the sponsoring airline in the EU.
Where are courses being conducted for a EU MPL at the moment in AU?
Perth had JAA courses previously.
Don't know anyone in the JAA member states that has a MPL?
.
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If foreign students such as from China, don't obtain any AU pilot qualifications during their training on Australian territory, how can they legally fly solo, during cross country training under a SPL (student pilot license) ?
How would insurance cover this if there was a mishap?
How would insurance cover this if there was a mishap?
You don't need a licence to fly as a student because you are under the supervision of a flight instructor and you flying school at all times while you are learning, including when you are flying solo.
However, to fly solo you need to have an aviation reference number, which you can obtain from CASA, and you need to provide CASA with your proof of identity.
To fly solo, you also need to hold a medical certificate.
Refer to CASA's information sheets about learning to fly and medical requirements for flight crew for more information.”
https://www.casa.gov.au/standard-pag...student-pilots
Seagull201,
JAA is long since extinct, and the whole policy base of the current EASA has turned much of the JAA approach on its head.
For example:
(1) EASA's approach to regulation is outcome based, not JAA prescriptive.
(2) The current head of EASA has shut down the rule-making branch, on the basis of: "if you hire a body of people to write rules, that is exactly what they will do, to justify their existence".
If you have any doubt about (2) just look at CASA.
The very first MPLs issued were by one of the Scandinavian states, very closely followed by CAAC. I can't remember the name of the airline, but I do recall that they commented that MPL trained pilots were better prepared for initial line operations as F/Os than conventional intake pilots.
Tootle pip!!
JAA is long since extinct, and the whole policy base of the current EASA has turned much of the JAA approach on its head.
For example:
(1) EASA's approach to regulation is outcome based, not JAA prescriptive.
(2) The current head of EASA has shut down the rule-making branch, on the basis of: "if you hire a body of people to write rules, that is exactly what they will do, to justify their existence".
If you have any doubt about (2) just look at CASA.
Don't know anyone in the JAA member states that has a MPL?
Tootle pip!!